WO2018224553A1 - Commande de charge et système de charge - Google Patents

Commande de charge et système de charge Download PDF

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Publication number
WO2018224553A1
WO2018224553A1 PCT/EP2018/064908 EP2018064908W WO2018224553A1 WO 2018224553 A1 WO2018224553 A1 WO 2018224553A1 EP 2018064908 W EP2018064908 W EP 2018064908W WO 2018224553 A1 WO2018224553 A1 WO 2018224553A1
Authority
WO
WIPO (PCT)
Prior art keywords
charging
signal
cable
electric vehicle
control
Prior art date
Application number
PCT/EP2018/064908
Other languages
German (de)
English (en)
Inventor
Klaus-Peter Linzmaier
Original Assignee
Siemens Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Publication of WO2018224553A1 publication Critical patent/WO2018224553A1/fr

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Classifications

    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K5/00—Manipulating of pulses not covered by one of the other main groups of this subclass
    • H03K5/01—Shaping pulses
    • H03K5/12—Shaping pulses by steepening leading or trailing edges
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/18—Cables specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/305—Communication interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the invention relates to a charging control for controlling a charging operation of an electric vehicle. Furthermore, the invention relates to a charging ⁇ system and the use of a charging control for charging an electric vehicle.
  • Charging controls are wellbil ⁇ det for controlling a charging process, wherein the charging process includes charging and / or discharging an energy storage of the electric vehicle.
  • Lade horrun ⁇ gen control to a power electronics that can be switched after contact and communication between the electric vehicle and the charging control for charging and / or discharging of the energy storage added.
  • the Leis ⁇ consumer electronics is taking performance to recharge the energy storage ready, the charge controller controls the charging process ⁇ and can further parameters concerning. Charging monitor.
  • a discharging operation can for example serve for supporting the power supply system or for supplying Ver ⁇ sumers.
  • the charging control is used analogously here.
  • energy storage can be used in electric vehicles, a memory for electrical energy. This may be an electrochemical energy storage, such as a composite of lithium-ion batteries, act.
  • a communication system and a communication device which is able to reduce attenuation of a communication signal, which is located on a control line Control Pilot.
  • An output circuit sends a control pilot signal generated in a voltage generator to an input circuit.
  • a communication unit between a grounded line and a control line Control Pilot on the output side of the output circuit connected via a bandpass filter.
  • the communication system can thereby be used when charging electric vehicles.
  • a PWM signal is used, which is used to signal the basic status of the electric vehicle in relation to the charging control.
  • control pilot signal is loaded with a resistance on the vehicle side, which in turn influences the voltage of the control pilot signal with regard to ground and / or protective conductor, in the English "protective earth" PE
  • the voltage level of 12V, 9V, 6V, 3V signals various operating states of the charging order for the basic status of the charging process can be reliably signaled by the electric vehicle and recognized by the charging control flank steep ⁇ ness of the PWM signal must meet certain criteria This is especially true with regard to the rise and fall time of the edge;.. well
  • the pulse width or the duty cycle must correspond to the pulse width / duty cycle required in the standard If the rise and / or fall time exceeds a certain length, the PWM signal can no longer be reliably detected and evaluated a square wave signal.
  • the object of the invention is to provide an improved charging control, in particular an improved communication of the charging control with an electric vehicle.
  • the charging controller has an adaptation device which serves to set a slope of the square-wave signal at the vehicle-side end of a charging cable by means of a transient response of a rectangular signal.
  • the square wave signal is formed in particular as a PWM signal, for example a control pilot signal in accordance with IEC 15118 and / or IEC 61851 from ⁇ .
  • the transient process is the process that sets itself by a rising or falling edge of the square wave signal.
  • the adaptation device is advantageously set up for setting the edge steepness of the rectangular signal at the vehicle-side end of a charging cable.
  • the adaptation device can serve, by means of a transient response of the rectangular signal to the communication device, to influence a slope of the square-wave signal at a charging plug, which is usually mounted on the vehicle-side end of the charging cable.
  • the charging controller may comprise a communication device which serves to generate a square wave signal.
  • a PWM signal for example a control pilot signal according to IEC 15118 or IEC 61851 is advantageous.
  • the charging control in a communication device which is designed program to generate the square wave signal and for modulating a communi cation ⁇ signal to the square wave signal.
  • the square wave signal is eg a PWM signal.
  • the combination of the two types of communication via the square wave signal and the communication signal is inventively improved by the matching device both with respect to the square wave signal and with respect to the much higher frequency communication signal.
  • the communication signal can be a powerline communication signal such as HomePlug AV or in particular HomePlug Green PHY and may be specified for use for communication according to IEC 15118.
  • the Mo can in this case be advantageously carried out by means of a QAM quadrature amplitude modulation and / or an OFDM Orthogonal Frequency Division Multiplexing method dulation ⁇ . Further developments or alternatives to these modulation / multiplexing methods are equally applicable, and the communication quality can be further improved with the inventive charging control unit.
  • the adjustment device is designed for impedance matching at a frequency band of a Kommunikati ⁇ onssignals is.
  • the puris ⁇ policy of charging control with attached charging cable of the required frequency ranges is linear.
  • the adaptation device serves to provide an impedance matching to a frequency of at least 1 MHz, in particular of at least 1.5 MHz or 2 MHz.
  • the adaptation device has a time constant of at most 1 ys, in particular at most 500 ns.
  • the time constant - often referred ⁇ with the grie ⁇ trian letters, is a characteristic Size of a linear dynamic system that can be described by a differential equation or by an associated transmission ⁇ function.
  • the adaptation device serves to adjust the slope of the square-wave signal at the vehicle-side end of the charging cable, depending on a parameter of the charging cable. Additionally or alternatively, the adjustment device serves to provide an impedance matching to a frequency band of a communication signal depending on a parameter of the charging cable.
  • the PE conductor has proven to be unfavorable for communication purposes because it has been designed to dissipate large currents and accordingly has many faults. Nevertheless, the present to ⁇ passungs adopted enables high communica ⁇ tion quality; regardless of the conductors used.
  • the charging controller has a scanning device for detecting a voltage of the square-wave signal.
  • the scanner is for scanning the Square wave signal formed at a definable depending on the transient scanning time.
  • a peak value rectifier can be provided which rectifies the rectangular signal.
  • the peak value rectifier PT1 has behavior, so the rectified value can be held and read out after it has been detected for a long time, eg over several clock cycles of the microcontroller / AD converter used.
  • the peak value rectifier continues to hide advantageously occurring overshoots for detection by the microcontroller. This enables improved detection of aktu ⁇ ellen voltage value of the rectangular signal and thus a ver ⁇ improved detection of the current vehicle / charge status.
  • the invention is further achieved by a charging system, which has at least one charge controller according to the invention and a Ladeka ⁇ bel.
  • the system may further include a charging plug.
  • Such charging plugs are known, for example from the standard DIN EN 62196.
  • the charging system has a second adaptation device on the vehicle-side end of the charging cable. This can be designed so that it supports the effect of the adjustment device in the charging control and enhances their effect. It is particularly advantageous if a vehicle-side charging plug has the second adjustment means, as this represents the tat ⁇ sumbleliche border to the electric vehicle.
  • a third adjustment device may be provided, which is designed, for example, as an inductance.
  • the inductance ⁇ tivity can be chosen so that the inductive resistance is negligible at an upper useful frequency of the rectangular signal bar.
  • the inductor can be chosen also so who, ⁇ that the inductive resistance in the lower control frequency frequency of the communication signal, for example, 2 MHz is as large as possible, thereby less relevant to the vehicle-set each value of the resistor between the CP and PE for the transfer function of the communication signal , Values around 20 ⁇ +/- 50% have proven to be advantageous here. It is particularly advantageous if the inductance in the electric vehicle is placed between the connection of the communication signal al ⁇ such as a PLC connection according to HomePlug GreenPHY and load resistance.
  • the charging system further has at least one charging outlet.
  • a charging outlet can be provided directly to a parking space for an electric vehicle.
  • the charging outlet can be designed as a charging station or as a plug / socket on / in the wall. It is particularly advantageous if one or more charging controllers are arranged centrally in a control cabinet. Each charge outlet is still using a charging cable with an electric vehicle
  • a charging outlet may itself have a charging cable; the charging outlet may also have a socket which is connected to a charging cable of the electric vehicle.
  • the charging outlet can have its own power electronics for providing charging power, or can be designed to access a central power supply.
  • the charging control ⁇ thereby controls ro poverty the power flow in the direction elec-. It is particularly advantageous if the charging outlet is connected to the charging control by means of a line adapted to the square-wave signal and / or communication signal.
  • a line adapted to the square-wave signal and / or communication signal can, for example, a shielded multi-conductor Lei ⁇ tung, a two-core shielded cable, for example, esp. Be employed a PROFIBUS bus.
  • the charging system has a plurality of charging outlets.
  • the charging outlets can thereby be connected by ei ⁇ ner adapted to the rectangle signal line to the charging ⁇ control.
  • the charging outlets can be connected to an electric vehicle by means of a charging cable.
  • the charging system has a plurality of charging outlets.
  • the charging outlets have one each Charging control on and each of the charging outlets is connected by means of a charging cable with an electric vehicle.
  • All charging systems can have one or more second adjustment devices. These are advantageously to be arranged in each case at the vehicle end of the charging cable, in particular in a charging plug.
  • the charging system with a charge control according to the invention is also advantageously applicable when a charging cable is used that has a length of at least 5m, in particular a length of at least 10m, 15m, 20m or 50m.
  • the adaptation device can influence the rectangular signal and / or the communication signal in each case such that the length of the charging cable is compensated.
  • FIG. 1 schematically shows a first embodiment of a charging control
  • FIG. 3 schematically shows a second embodiment of a charging control
  • the charging control 10 has a signal generator 150 for generating a rectangular signal 50.
  • the charge controller 10 also has an adaptation device 12, which serves to NEN transient process of the rectangular signal 50 at the vehicle-side end 2080 of a charging cable 20 set.
  • the electric vehicle 80 has an energy store BATT and is communicable with the charging cable 20 and can be connected to transfer charging power, ie to charge and / or discharge the energy store BATT.
  • the charging power can be provided by a power electronics, which is not part of Figure 1.
  • the charging controller 10 may drive the power electronics to provide electrical power.
  • a first signal S12 is shown schematically.
  • the first signal S12 is entered over the time t and the voltage U and represents a section of the rectangular signal 50, which is adjusted by the matching device 12 and passes through a transient 51. This is the transfer characteristic or transfer function of the adapter 12 with respect to the rectangular signal 50.
  • the first signal S12 can be seen in conjunction with a second signal S80.
  • the second signal S80 thereby ideally illustrates the effect of the charging cable 20 with one
  • the rectangular signal 50 can be embodied, for example, as a PWM with a constant or variable duty cycle.
  • the rectangular signal 50 can via the so-called
  • Control Pilot and ground referenced in the electric vehicle environment also called PE to be transmitted to the electric vehicle 80.
  • FIG. 2 shows schematically a rising edge of a rectangular signal 50, which passes through a transient 51.
  • the reference numerals are chosen analogously to FIG.
  • a first signal S12 is to be seen, which has been adapted by the adaptation device 12, wherein the first signal S12 has a kink above the zero line 0V.
  • the break point at reference numeral 51 results from a corre sponding ⁇ selection of the adjustment means 12, in particular by the choice of a ratio of capacitances, for example, the ratio between a suppression capacity and a capacity in the adjusting device 12.
  • the kink at the reference numeral 51 is part of the transient 51.
  • a two ⁇ tes signal S80 shows the rectangular signal 50, which is applied to the vehicle-side end 2080 of the charging cable 20.
  • the settling process 51 is used here advantageous to set a flanks ⁇ slope 55 of the square-wave signal 50 at the vehicle-side end 2080 of the charging cable 20th
  • the transient 51 already passes through the zero line 0V very quickly. Therefore, the zero crossing is particularly suitable for the determination of the duty ⁇ grads of the rectangular signal 50.
  • On the vehicle side end 2080 of the charging cable 20 may depend on the state of charge to one, in proportion to the pulse length, short overshoot come 52nd
  • the transient process 51 can also be advantageously adapted to the length L20 of the charging cable 20.
  • the transient response 51 is attenuated so far that the second signal S80 is applied to the vehicle-side end 2080 of the charging cable 20.
  • This also applies to the case in which a charging plug is connected to the electric vehicle 80 at the vehicle-side end 2080 of the charging cable 20.
  • the electric vehicle can thus reliably detect a rising edge and evaluate the rectangular signal 50, or the duty cycle of the PWM signal.
  • the inherent low-pass function of common charging cables 20 can lead to the deformation of the signal S80 shown. In the present schematic representation, it does not depend on the actual course of the curves, but on the rapid increase to well above the zero line 0V.
  • FIG. 3 shows the charge controller 10 already known from FIG. 1 in a second embodiment.
  • the adaptation device 12 schematically shows the transient process 51 of the rectangular signal 50, which is shown here as the first signal S12. Furthermore, a frequency characteristic F12 of the adaptation device 12 can be seen in the frequency range, wherein the frequency characteristic F12 is plotted over the frequency f and amplitude A.
  • the frequency characteristic F12 shows schematics that the matching device 12 now serves in addition to an adaptation and / or impedance matching to a certain frequency band and / or for certain frequencies. In particular, the frequencies of the edges of the rectangular signal 50 are to be considered here.
  • Control Pilot CP and protective conductor PE can, for example, assume values of 2700 ⁇ 880 ⁇ and 240 ⁇ in accordance with the standard (eg IEC 61851) continues to have an effect on the square wave signal.
  • the foundedsein ⁇ direction 12 may also be advantageous to the load conditions out ⁇ sets.
  • FIG 4 shows a third embodiment of the charging controller 10 on the basis of Figures 1 and 3.
  • the signal generator 150 has such a signal source 160 for generating a Kiru ⁇ nikationssignals 60. These together form a communi cation ⁇ device 15, the sheet by means of a square-wave signal 50 with the electric vehicle 80 via the charging cable 20 communicates.
  • the rectangular signal 50 is the
  • the communication signal 60 modulated.
  • the communication signal 60 has a significantly higher bandwidth than the rectangular signal 50 and can be used for extended communication between the electric vehicle 80 and the charging controller 10 or other infrastructure connected thereto.
  • the adjustment device 12 is advantageously so designed that they are so ⁇ probably guarantees the slope of the square wave signal 50 at the vehicle-soapy end 2080 of the charging cable 20, as well as egg ⁇ ne impedance matching is carried out on the high-frequency Ltdunikationssig ⁇ nal 60th
  • the low-frequency rectangular signal 50, or the frequency of its edges can also be taken into account.
  • a capacitance C160 indicates the possibility of capacitive coupling of the communication signal 60.
  • the charging controller 10 has a resistor R 1 required in the standard, which is generally 1 k ⁇ , and the voltage required for implementing the control pilot signal required by the standards, eg DIN EN 61851-1, depending on the various operating states Status AF ; standby, vehicle detected, ready / charging, with ventilation, ... is used.
  • the charging controller 10 also has a suppression capacity CF, which serves to comply with EMC criteria.
  • the adaptation device 12 has a resistor R12 and a Ka ⁇ capacity C12 and is switched parallel to the resistor Rl tet. In order to obtain the best possible behavior of the adapter 12, the following embodiments have been found to be particularly advantageous.
  • the resistor R12 should be arranged in parallel with the resistor Rl required by the standard.
  • the resistor R12 should correspond approximately to the line impedance of the charging cable or the conductor used in the charging cable 20 here CP and PE. Here, values between 100 ⁇ and 800 ⁇ have it recognized ⁇ advantageous.
  • the capacitor C12 should advantageously be connected in series with the resistor R12 and be of the order of magnitude between half of the value of the capacitor CF and twice to three times the value of the capacitor CF. Values from 0.2 nF to 5 nF, in particular from 0.5 nF to 2 nF, have proven to be very advantageous.
  • a second matching circuit 128 has been inserted at the vehicle-side end 2080 of the charging cable 20.
  • the ⁇ se may for example be arranged in a charging plug and is considered optional, but further improves the signal quality of the rectangular signal 50.
  • the resistor R20 is considered that this is guided to ground and similar to the Wi ⁇ resistor R12 is selected from the range of the line impedance. It has proven to be advantageous if the placed on the vehicle side end 2080 resistor R20 by until is selected to be 50% larger than the resistance R12 of the Anpas ⁇ sungs liked 12th
  • FIG. 6 shows a charging control 10 based on the model of a charging control from FIG. 4, wherein the matching device 12 is now specified in greater detail. Furthermore, it should be noted that, for the sake of clarity, the interference suppression capacity CF has been replaced by a capacitance C160, which has both the capacitive contribution of the interference suppression capacity CF and a capacitive contribution of a coupling capacity of the signal source 160 for the signal source
  • Communication signal 60 taken into account are in the gel Re ⁇ than two different capacities, which are arranged in parallel according to substitute ⁇ diagram formed.
  • the signal source 160 ⁇ can be a powerline modem, such as HomePlug GreenPHY as part of the ISO / IEC 15118-3. Both the square wave signal 50 which is generated in the Sig ⁇ nalgenerator 150, and the communication ⁇ signal 60 which is generated in the signal source 160 to be taken into account ⁇ are in principle in the Fig. 6
  • the signal generator 150 and the signal source 160 can be implemented in a single component or by a plurality of components in a communication device 15 or in the charge controller 10. Since the communication signal 60 has a significantly higher frequency than the rectangular ⁇ signal 50 is correspondingly carefully perform service customization.
  • the matching resistor R12 is in turn analogous to the impedance of the charging cable 20 and the lines used, here to select the control pilot CP and the ground connection PE.
  • values between 100 ⁇ and 800 ⁇ have it recognized ⁇ advantageous.
  • the capacitance C12 should now be dimensioned so that both the interference suppression capacity CF and a capacitive proportion of the coupling capacity of the signal source 160 are taken into account. It has proven advantageous if the capacitance C12 is selected on the order of between 0.5 times C160 and three times C160. In addition, has it turned out to be advantageous to carry out a frequency analysis of the adaptation device and to dimension it to an impedance matching of> 1 MHz, in particular of> 2 MHz. Furthermore, it has proved to be advantageous if the adaptation device 12 has a time constant which is at most 1 ysec, in particular at most 0.5 ysec.
  • an optional second adaptation device 128 is provided on the vehicle-side end 2080 of the charging cable 20, which is to be dimensioned analogously to FIG. It should be noted that it may also be advantageous to apply the adaptation guidelines set out in FIG. 6 to a system without a communication signal 60, since this allows an even better adaptation to the square-wave signal.
  • FIG. 7 shows a charging system 100 comprising two charging outlets 25, each with an inventive charging controller 10 and a charging cable 20.
  • the charging outlets 25 are in communicative connection with a superordinate charging control 1000, which communicates with the charging controls 10 and controls them, for example, for smart grid applications.
  • the charge controllers 10 can be mixed with the superior charging control in 1000, for example via a network connection in 1010, esp. Ethernet, WLAN or industrial systems such as PROFINET communi ⁇ cate.
  • FIG. 8 shows a charging system 100 based on FIG. 7, wherein the charge controllers 10 are now arranged in the higher-level charge controller 1000 and no longer in the charge outlets 25.
  • the charge outlets 25 are connected by means of a line 26 adapted to the rectangular signal 50 and / or communication signal 60 connected to a respective associated charge controller 10.
  • the charging outlets 25 can be connected to each ei ⁇ nem electric vehicle 80. This has the advantage that favorable charging outlets 25 can be provided at the loading stations.
  • a protected cabinet can then be used as the parent charging controller 1000. This has in particular ⁇ special in public / semi-public space great advantages.
  • Is an adapted cable 26 is used as the signal quality at the loading ⁇ outlet 25 is almost identical to the signal quality ⁇ ty to the charging controller 10 and it is only the charge cable 20 relevant to a reduction of signal quality.
  • a line 26 adapted to the rectangular signal 50 and / or the communication signal 60 it is possible, for example, to use a shielded multicore cable, in particular a two-core shielded cable, for example a PROFIBUS bus line.
  • the invention relates to a charging controller 10 for controlling a charging operation of an electric vehicle 80.
  • the charging controller 10 has a matching means 12, which serves, by means of a transient 51 of a
  • the invention further relates to a charging system 100 having at least one charging controller 10 and a charging cable 20.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Nonlinear Science (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention concerne une commande de charge (10) servant à commander une opération de charge d'un véhicule électrique (80). L'invention vise à proposer une commande de charge (10) améliorée, en particulier aux fins de l'amélioration de la communication entre la commande de charge (10) et le véhicule électrique (80). L'invention propose à cet effet que la commande de charge (10) comporte un dispositif d'adaptation (12) qui sert à régler, au moyen d'un régime transitoire (51) d'un signal rectangulaire 50), une pente (55) du signal rectangulaire (50) sur l'extrémité côté véhicule (2080) d'un câble de charge (20). L'invention concerne par ailleurs un système de charge (100) comprenant au moins une commande de charge (10) et un câble de charge (20).
PCT/EP2018/064908 2017-06-07 2018-06-06 Commande de charge et système de charge WO2018224553A1 (fr)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021004871A1 (fr) 2019-07-08 2021-01-14 Vitesco Technologies GmbH Procede d'acquisition d'un signal pilote de charge par un vehicule electrique

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3535657A (en) * 1967-09-13 1970-10-20 Webb James E Pulse-width modulation multiplier
US20060034358A1 (en) * 2004-08-16 2006-02-16 Hitoshi Okamura Methods and transmitters for loop-back adaptive pre-emphasis data transmission
WO2012101341A2 (fr) * 2011-01-28 2012-08-02 Peugeot Citroen Automobiles Sa Systeme de charge a courant maximal fixe pour vehicules electriques ou hybrides
EP2733861A1 (fr) 2011-07-13 2014-05-21 Sumitomo Electric Industries, Ltd. Système et dispositif de communication
DE112013001926T5 (de) * 2012-04-05 2014-12-18 Mitsubishi Electric Corp. Lade-Kommunikationssystem, Lade-Steuerungseinheit und Ladestation

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3535657A (en) * 1967-09-13 1970-10-20 Webb James E Pulse-width modulation multiplier
US20060034358A1 (en) * 2004-08-16 2006-02-16 Hitoshi Okamura Methods and transmitters for loop-back adaptive pre-emphasis data transmission
WO2012101341A2 (fr) * 2011-01-28 2012-08-02 Peugeot Citroen Automobiles Sa Systeme de charge a courant maximal fixe pour vehicules electriques ou hybrides
EP2733861A1 (fr) 2011-07-13 2014-05-21 Sumitomo Electric Industries, Ltd. Système et dispositif de communication
DE112013001926T5 (de) * 2012-04-05 2014-12-18 Mitsubishi Electric Corp. Lade-Kommunikationssystem, Lade-Steuerungseinheit und Ladestation

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021004871A1 (fr) 2019-07-08 2021-01-14 Vitesco Technologies GmbH Procede d'acquisition d'un signal pilote de charge par un vehicule electrique
FR3098456A1 (fr) * 2019-07-08 2021-01-15 Continental Automotive Procédé d’acquisition d’un signal pilote de charge par un véhicule électrique

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